Reversible rotary engine



6 Sheets-Sheet 1.

(No Model.)

0. P. OASE.

REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 1885.

INVENTOR m ATTOREEY (No Model.)

6 Sheets-Sh-egt 2.

Patefited Mar. 3, 1885.

O. P. CASE.

REVERSIBLE ROTARY ENGINE.

INVENTOR WITNESSES:

ATTORNEY 6 Sheets-Sheet 3.

(No Model.)

0. P. CASE. REVERSIBLE ROTARY ENGINE.

Patented Mar. 3 1885.

WITNESSES INVENIOR JAG- V@%m ATTORNEY .N. PETERS. P mmLium nlmnWnsllmgmn, n. c.

(No Model.) 6 SheetsSheet 4. G. P. CASE.

REVERSIBLE ROTARY ENGINE.-

No. 313,055. Patented Mar. 3, 1885.

WITNESSES INVENTOR ATTORNEY (No Model.) 6 Sheets-S heet 5.

O. P. CASE.

REVERSIBLE ROTARY ENGINE. No 313,055. Patented Mar. 8, 1885.

J j m x w R Y 8 2 m R Ill I V E II N V W a 1 T MW $KN m A ssssssssssssssO. P. GASE.

REVERSIBLE ROTARY ENGINE.

Patented Mar. 3, 1885.

IN VENTOR ATTORNEY lhvrrian dramas Parana @rinicn.

CHARLES 1. CASE, OF HORSEHEADS, NEW YORK.

REVERSIBLE ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No, 313,055, dated March 3,1885.

A pplicaiion filed May 17, 1884.

To all whom, it may concern.-

Be it known that 1, CHARLES P. Case, of Horseheads, in the count-y ofChemungand State of New York, have invented certain new and usefulImprovements in Reversible Rotary Engines; and I do hereby declare thatthe following is a fnll, clear, and exact description of the invention,which will enable others skilled in the art to which it appertains tomake and use the same, reference being had to the accompanying drawings,and to the letters of reference marked thereon, which form part of thisspecification.

This invention relates to that class known as rotary engines, in whichthe piston rotates in the cylinder, and is designed to be reversible.

Thegreat objection heretofore existing in rotary engines is that it hasbeen found very difficult to pack them, and, so far as I know, no meanshave been found of packing the pistons so that they shall work withoutexcessive friction and be steam-tight and durable. There have beennumerous projects for. overcoming these difficulties, but with littlesuccess, and while my improved engine has many other novel features, Ipoint with more particularity to the means of packing my piston andabutments.

In my engine the pistons revolve on a hub concentric with the cylinder,and the annular steam-space between the hub and the cylinder side istraversed, respectively, by the two pistons, and on each side areradially-sliding abutments, which are packed similarly to the piston.

The object of my invention consists, first, in certain gearing mechanismfor the purpose of reversing the engine and operating the valves. Thegearing is secured to the shaft by an elastic clamp or by any suitablemeans. The hub may preferably be shrunk on or cast to the main shalt.This gearing, by a single movement of a lever, reverses the cutoffvalves. Iherevcrsing gear, together with the cut-off gear, changes theposition of the exhaust ports and valves as applied to Figures 1, 2, and3, and of the exhaust ports and cutoff valves alone when applied to Fig.4, the re versible plug-valves and relief-valves not be ing shown in thelatter.

(X0 madel.)

Second. The invention further consists, in a reversible rotary engine,of the movable cylindrical lining in combination therewith, and with theexhaust -.ports, and with suitable mechanism for operating the same.

Third. It consists in the combination of the cut-off plug-valve with therelief-valve,whereby when the engine is reversed the live steamremaining in the cylinder between the piston and abutment and the steamin the port passes out through the relief-valve, thereby relieving theengine of the steam-pressure on the front of the piston in the directionfrom which it was formerly traveling. The steam admission and cut offvalves herein shown and described will be made the subject-matter ofanother application.

Fourth. In the peculiar manner of packing the piston and abutment of theengine, which consists in the combined pressure of steam in a chamberformed in the piston, and springs, whereby thepacking is set out by thepress ure of steam, said steam being exhausted from said chamber throughthe port common to the engine. When the said steam is exhausted from thechamber in the piston, the resiliency of the springs draws up theabutment radially until the piston passes the point of abutment, whenthe chamber immediately refills with steam, again setting out thepacking. This operation is constantly repeated. The ports and chambers,with pistons, are to be so proportioned as not to cause the friction ofthe piston against the cylinder to be unnecessarily greater than to keepit steam-tight. To prevent leakage in the steam break-joint, anglelockingpieces are inserted in a groove on the face of the abutment.

Fifth. The invention consists, further, in a peculiar combination ofdevices, and with steanrpressurc for setting out the abutments, andwhich may also be applied to the pistons of the engines generally. Thesedevices are arranged within the abutments or pistons, and are composedof a bolt upon which a spring is placed. The steam passes behind thepack ing of the abutments or piston, and sets it out sufficiently tomake it steam-tight, but not sufficient to cause friction. The springsbeing set to the desired pressure, so that when the pressure of thesteam behind the packing the proper pressure is obtained to pack thepiston, the spring draws the valve to its seat. Thus the engine may haveeighty or onehundred pounds of steam-pressure, While the abutment orpacking may not have over five or due to the working engine.

ten pounds. as the case may be. r

Sixth. Theinvention further consists in the arrangement of certainvalves located within the abutment or piston behind the packing, and incommunication with the steam-chamber. From both sides of the piston orabutment steam passesinto a small chamber formed within the abutment orpiston through a button or check valve,which when open on one sidecloses on the other. \Vhen greater pressure is had within the chamber inthe piston than is found necessary to keep the packing steamtight, thesteam escapes through a double spring-valve provided for the purpose,which also communicates with the steam-chamber on both sides of thepiston. The spring of this valveis set at the required tension,whichpermits the escape of steam to the exhaust side untilthepackinghasthedesiredbearingpressure, and is thus relieved from thesteam-pressure These valves are set reciprocally in their action, asthey are as easily applicable to one side of the piston as the other,and will work in either direction, according to the travel of theengine.

Seventh; The invention further consists in the combination ofcylinder-head provided with a projection or boss in which is formedajournal-bearing box, into which is fitted a metallic sectionaljournal-box tapering onits fsleeve itself has only a partial rotation.the inner end of the sleeve there are two proouter surface, and whichcorresponds with the taper formed in the boss of the cylinder-head. Theouter surface of this boss is screw-threaded, and to fit this I make ascrew-box nut or gland which has a corresponding female thread a portionof its length, and which screws over the projection formed on the bossof the cylinder-head. The gland has a setscrew that secures it to thecylinder projection, and also one that holds the tapering jections, thatwork in recesses formed in the valve-casing, for engaging and operatingthe cut-off when necessary. A gland and stuffing-box of the usualcharacter is shown on the longer projection, which prevents the sleevefrom leaking steam through it. On the other end of the valve-stem thebearing involves new features, which are as follows: The valve chesthead has two annular pro jections, one longer than the other, to whichthere is a corresponding gland,forming three pockets. These pockets areprovided with suitable packing, the parts being held in place bysuitable set-screws. The bore of the valvechest head is of taperingform, in which works a journal-box with corresponding taper on its outersurface, its inner bore being straight and parallel with thevalve-spindle. The valve-spindle has on its end an annular recess, inwhich a clamp works, the said clamp being adapted to be operated fromthe outside by means of a hollow screw-bolt, which works a set-screw forretaining the valve in position, so that when the valve wears loose thelateral .motion can be taken up without taking the valve and valve-chestto pieces, The valvespindle has on it a 'feather,which works in acorresponding slot in the box, so that the shaft and box rotatetogether; but the shaft or spindle is adapted to be adjustablelengthwise independent'of the box or sleeve.

Ninth. The invention further consistsin the arrangement of the cam diskby which the abutments are radially operated. This camdisk is clearlyshown by Figs. 3 and 5. The inner face of the disk is provided with twoannular flanges or projections, except where the cam portion is formedby segmental curves. These flanges form between them a Vshaped groove,in which the V -shaped conical slide shown by Fig. 6 works. In thisinstance the parts slide on each other, and when properly lubricatedgive good results. Fig. 3 shows in section rollers which are substitutedfor the V-shaped conical slide, if desired. The slide and roller aresecured to an arm projection of the abutment, which projects through thecylinder-head. The rollers revolve in the groove, while the cam-shapedguide slides; but when the guide slide strikes the cam it rotatesslightly, to avoid any sudden jar that might otherwise take place.

Tenth. The invention consists in providing means for maintaining theengine in a true position or in line, notwithstanding the displacementof the shaft. It frequently occurs when engines receive sudden shocksthat the shaft becomes bent or loses its alignment, and in this way thesteam working mechanism becomes twisted it some provision is not made topreserve it in its true position. The means referred to are: I provide ahollow shaft and have cast around it a hub or cone, to which the pistonsare secured. Through this structure I pass the main shaft or the axle ofa locomotive, and by suitable clutching devices (shown by Figs. 7 and 8)the hollow hub and main shaft are made to operate together. Thus it willbe seen that should the shaft get bent or out of line it has sufficientplay in the hollow hub to yield in either direction without at allstraining the steam working mechanism.

ICC

' ing that function.

This construction is peculiarly applicable to the axles of locomotivesto which my engine may be attached.

Eleventh. Theinvention further consists in other details ofconstruction, as will be here inafter described.

Referring more particularly to the drawings hereto annexed, Fig. 1represents an end ele' ration, showing the reversing-gear and valvegearing. Fig. 2 shows a transverse section through the engine andvalves, taken on the line 3 y, Fig.3. Fig. 3 illustrates a horizontalsection taken on the liner 00, Fig. 2. Fig. 4 represents a transversesection of a rotary engine, showing valves with four ports, and withoutthe plug-reversing valve, the cut-off perform- Fig. 5 shows a detachedplan View of the cam-disk. Fig. 6 is a sectional view of a portion ofthe disk, clearly showing theV-shaped groove formed on the cam-disk, anda section of slide-guide that opcrates the abutment, and which is keptin position by an adjusting-collar. Fig. 7 shows a partial view of thepiston-hub, hollow shaft. main shaft, and a horizontal sect-ion of twoof the pistons, with their packing mechanism. Fig. 8 is a detail view ofthe main shaft and clutching mechanism. Fig. 9 is a plan and end viewofthe guide-slide, respectively. Fig. 10 is a plan View in detail of thebreak-joint packing-piece.arranged under the main packing, and which islocated immediately over the button-valve. Fig. 11 is a detail sectionalview of the double spring-valve as at present used in connection withthe reversible engine. Fig. 12 shows a sectional detail view of myimproved manner of securing the valve lever to the connecting-rod. Fig.13 is another and a simpler means of setting up the packing. Fig. 14 isan enlarged view of the double spring button-valve adapted to bearranged behind the packin Fig. 15 represents a section of the cylinder,combined cylinder-ring,

and exhaust-valve cutoff. Figs. 16 and 17 are perspective views of thevalve cut-offs. Fig. 18 is a perspective view of the valve, which isprovided in this instance with eight ports, but it may have from two toany required number. Fig. 19 is a perspective view of the wingedclutch-lever for operating the cut-off. The spindle works in a sleevewhich works in a stuffing box, as will be hereinafter more fullydescribed. Fig. 20 is a longitudinal section through the rotary valve,taken on the line (L a, Fig. 18. The vanes of the hollow valve are atdifferent radial points, so that the steam can readily pass through thehub to the ports and from the ports through the valve. This valve iscompletely balanced, as the steam from the steam-chests passes throughthe valve, the shell ofv the valve being so arranged as to disclose thesame steamspace on the opposite sides of the valve while under pressure.Fig. 21 is a perspective view in detail, and represents another means ofpacking the pistons and abutments. In this case the packing-strip is notjoined in the middle, the steam breakjoints being at the end. Theyhavelapjoints and free movement laterally to pack at the ends of thepiston or abutment, the long packingstrip being free to move to meet thebore of the cylinder.

To construct the end joint, I box out of the end of the abutment, alittle below the packing-channel, a recess, and into this recess I fit apiece snugly, which may play freely in its seat, and is recessed tocorrespond with the channel in the end of the abutment,only alittlelarger. Into this recess formed by thejunction of the packing I insertmy break-joint piece, which forms a tight joint on three of its edgesand on one of its sides, and operates as follows: The steam passes fromthe induction-port in the abutment along the back edge of thepacking-strip and around the corners to the end piece, setting them out.The steam also strikes against the edge and passes back of thecheek-piece, pushing it backward and outward against its seat in theabutment, against the face of the cy1inder-head. This prevents steamfrom passing around those joints. The upper and lower edges of thispiece are now between the longitudinal packingstrips, which, beingpressed inwardly, pack them perfectly steam-tight.

The same letters will denote like parts throughout the differentfigures.

A is the grooved eccentric plate which operates the abutments, asclearly shown in Fig. 8, the inner face of which is shown by Fig. 5.

B is the gear-wheel, arranged on the end of the main shaft, and meshesinto a pair of gear- .wheels, 0 C, which operate therotary valves. Thevalve gear-wheels G G are about four times the diameter of wheel B, sothat the valves turn but once to four revolutions of the engine, andthus a large amount of friction is prevented. In the ordinary enginesthe valve rotates as often asthe piston. The gear-wheels O O mesh withthe central gear, B, on the main shaft of the engine, by which motion istransmitted to the valves, and by means of which the valves and enginework simultaneously.

The lever His secured to a toothed segment, which works in acorrespondingly-toothed rack, G, which on its lower side is alsoprovided with teeth, the latter meshing with two segmental gears, F F,which in turn are secured to the spindles of the reversing plugvalves QQ. By the same movement of the lever II the reversing portion of liningP is also moved to correspond with the reversingvalves by means of apinion partially toothed on its periphery, and meshing with teeth on themovable portion of lining P, and which changes the exhaust-ports tocorrespond with the reversal of the engine from one direction to theother. I I are steam chests forsupplying steam to the engine, and J Jthe steamsupply pipes.

K K is the exhaust-exit, which communicates with the exhaustchambers ofthe engine.

ICO

L L are relief-valves to carry off the live steam that remains betweenthe piston and the abutment when the engine is reversed, so that theengine will be instantly relieved of back-pressure from live steamin thecylinder at that moment.

Referring to Sheet 2, M shows the outside shell of the cylinder, and Nthe cylinder proper. The exhaust-chambers 0 0 are formed be tween theseshells. The cylinder N in this case is provided with four exhaust-ports,1 2 3 4, and four live-steam ports, 5, 6, 7, and 8. Within cylinder N,Ilocate a lining, P, which snugly fits the inner diameter of saidcylinder. This lining P is made in three parts,one of which is movable.The movable sections of the lining have asingle exhaust-port, 9, whichis adapted to register, respectively,with ports 1 2 3 4 of the cylinderor shut them off, according to the direction in which the engine istraveling. This lining P is similar in construction,when detached,tothat shown by the cut-off valves, Figs. 16 and 17, and its movement issomewhat the same, so that when the engine is to be reversed thecylinder-lining is partially rotated to cover either one of theexhaust-ports, say 1 and 4, as shown. and open 2 and 3, or close 2 and3' and open 1 and 4. The other two portions of the lining are stationaryand fixed to the cylinder, through which the live-steam ports pass, asdo also the abutments. The ports to the reliefvalves communicate withthe cylinder through the main steam-supply ports when the engine isreversed and the supply-current is changed, and exhaust their steamtaken from the front of the'piston to the exhaust side thereof. It willbe seen that the communication is formed, and will at any time overcomeany extra strain that may be brought upon the engine. The plug-valves QQ are reversed when the en gine is, their ports registering with themain steam-supply port. They are, however, supplemental in theircharacter, and may be dispensed with, as may be seen at Fig. 4, as thecutoff-valves will perform all the necessary functions in their absence.However, with these plug-valves Q Q, the supply of steam is bettercontrolled.

, steam passes.

truly bored out, and a shaft or spindle, f, is

fitted therein. The valve-cone constantly rotates with this shaft whilethe engine is in motion. There are vanes or ribs g, which are cast withthe hub and cylinder, which must be arranged in a zigzag manner topermit the steam to flow with easy access through it.

Were the webs to run straight and parallelwith each other, the steamcould not pass through them; hence they are so arranged that the steampasses through them the same as if they were simply spokes in a wheel.The greater the number of slits' or ports in the valve-cylinder a theless number of times it will have to rotate to supply steam to the en- Igine, providing the outside gearing is made to correspond When the valveis put in place, the section marked 0 is also put in position and fixednot to rotate. This section 0 is provided with two wing-pieces, h h,which snugly fit the rotary valve a. When this is done, the section b isput in position. It also has two wings, it, which are designed to workbetween the wings h h of section 0, and which also fit snugly thecircumference of valve a. The section b is adapted to partially rotateonly, while valve (1 is constantly rotating. The wings M of sec- 8 tion0 are not as wide as the spaces 2' 2' between the wings h h, so thatthere is a space formed between the wings t i of section b and the wingsh h of section a. This space isjust the distance that section Z1 isdesigned to rotate, and of sufficient width to register with a port, d,of the valve a, or to close such port when necessary. The throw of thevalve may be clearly seen at K, Fig. 4, when only four ports are used;but when eight ports are used then it will be seen 95 as shown at K K,Fig. 2. It is evident that these wings i i are splendidly adapted forcutoff or steam-controlling purposes. The device shown by Fig. 19 ispreferred to operate the cut-off portion of the valve, and isconstructed of a hollow stem, f, designed to work loosely on thevalve-spindle. The wings or clutches Z Z fit nicely into openings m, mof cut-off section I). The sleeve of course is worked independent of thevalve-spindle. All these parts form the valve and cut-off. Ofcourse,when the engine is to be reversed, these valves and cut-off arevery readily moved. I will now refer to the construction of the pistonand abutments,whioh are substantially the'same, except as to the sidepacking of the abutments, and will more particularly refer to Figs. 3,6, 7, 9, 10, 11, 13, and 14. In Fig. 3 it will be seen that theabutments-are provided with projections 10 10 10 10, which are providedwith rollers 11 11 11 11. These projections and rollers work in therecess 12, shown on the eccentric plate, Fig. 6, part of which is shownin section- This slide-guide 17 when in motion strikes the points 15 and16. 1 20 It gives a partial rotation, that permits it to glide aroundvery easily without much fric tion. The arms 10 of the abutments and theguide-slide 17 are suitably secured thereto by set-screws 1S and 19 3but of course they may 12 5 be secured by any other approved means; Thebore of conical slide-guide 17 is tapering in form, in which fits acorresponding tapering plug,20, the end of which screws into the arm 10of the abutment, or may be turned off to form 1 0 a solid piece. Thisprojection 20 gives an increased bearing to the slide-guide 17, whichlessens the strain on arm 10, and which renders it less liable to twistout of line. The

set-screws 18 and 19 screw a collar on arm 10, I stead of assisting itto increase friction, as

which preserves the tapering portion from tightening too much, so thatwhile they hold the guide in its position it is not fixed so tight butwhat it can turn, although it could not get out of place even if it hadno set-screws.

It was stated that the construction of the piston and abutments was thesame, and that also their operations were alike. This is true, only thepistons rotate around in a common hub, and also slide radially in andout of said hub, while the abutments slide radially only in theengine-casing; therefore, with this difference in view, the descriptionof one will suffice for the other. I

The pistons and abutinents are formed with agroove around their edges.In these grooves I place a metallic packing, 21. This packing isseparated at or about the center, and extends both directions from thatpoint, and also around the end of the piston or abutment. At the pointwherethe packing separates,and behind it, I locate a break-joint piece,(shown by 22, Fig. 10, in dotted line.) The packing at the endofthepiston is set out by a peculiar spring, 23, which, when pressed,also forms a kind of valve pr lining, which prevents the escape ofsteam. These springs 23 also draw the packing from the point ofseparation longitudinally and keep it in position. In the sides of thepistons and abutmcnts, and behind their packing, I form a steam-chamber,25, which communicates with the live-steam space of the cylinder, andalso with the exhaust side by In this chamber I locate what I term a"button-valvc,28,which is double-seated, and adapted to close the portson each side of the piston or abutment, as required, which depends onthe direction the engine is running. These chambers and valves aredesigned to set out the packing by steampressure. These valves are keptto theirseats against a certain pressure of steam by means of springs,which keep the valves closed; but when the pressure of the steam isgreaterthan the tension of the spring it opens the valve on the exhaustsideof the engine and permits the steam to escape with theexhaust-steam,

and thus the piston-packing is relieved from the extraordinary frictionagainst the bore of the cylinder that would otherwise be caused if thefull pressure of. the steam were acting on the packing and it had noescape. This is a very important feature of this invention,

and may be applied to any gas or steam packed piston of any kind ofengine. The construction of these valves andsprings may be changedwithout departing from the principle therein involved. The steam thatgets under the packing by means of the button-valve in Fig. 7 passesbetween the packing and the body of the piston or abutment, and sets itout, only that it is controlled as before described. In Fig.

13 the steam passes between the inner edge of the packing and the hub ofthe piston-cone. In either case the packing and abntments are heldagainst the pressure of the steam, (inheretofore,) so that when thesteam is cut off the springs draw the pistons and abutments back totheir original position.

The construction of the springholts and their attachments is as follows:A hole is bored into the edge of the piston and abutment, and they arealso provided with an elongated slot. The bolt is inserted in the hole,its head being arranged in the said slot. The

, hole in the piston is larger than the bolt, about one-half the depthof the hole. A spring is then slipped over the bolt, which its theenlarged portion of the hole, when the screwnut is screwed on so as tobring the spring to the desired resiliency. A steam-tight plugpacking isnow inserted outside of the nut in the hole. The piston when in positionis now ready for operation. Fig. 7 also shows clearly the constructionof the sleeved shaft in which the main shaft 29 works, the sleeve beingdesignated by 30. The sleeve may have one or more clutches, 31, whichhold them together. The object of the sleeve is, that should the shaftget out of line it would not force the working portion of the enginewith it. Thus the engine will work true and avoid friction. I However,it is not absolutely essential to the proper working of the engine thata sleeve be provided, as it will work well without the sleeve, andparticularly where the packing has a yielding function, as it has inthis engine.

It will be observed that the sleeve f, Fig.- 19, forms a stui'ling-boxand works in extension. 32, Fig. 3, on the end head of the cutoff-valvesteam-chest forms a bearing for the valve-stein. The gland 33 of thestuffing-box extension has a flat outer surface, and forms a collar forthe hub of the gearing that operates the valve to work against.

I will now proceed to describe the opposite end of thevalve-chest andvalve-rod hearing, which description will apply to both valves an (1chests.

The valve-head St is cast with two annular projections, 35 and 36, whichform an annular recess between them. The gland is also cast with likeprojections, only the recesses in the gland are made to overlap theprojections formed on the valve steam-chest head, which when puttogether forms a packing-recess. which I fill with packing of anyapproved kind. The gland is held in position by means of set-screws; butof course they may be screwed on, if found desirable. Centrally of thevalve-chest head and also the gland 38 I bore an elongated taperinghole, which increases in diameter outwardly. This hole must be boredtrue, as it forms the journalbearing 37 for the valvestem, which bearingis keyed to said stem, but not so tightly but what the stem will havelongitudinal play through it. The gland 38 has an outward extension, inwhich is formed a chamber, 39,

the object of which is to hold a sliding clutchbox, 40. This clutch-boxfits around a neck or'collar, 41, formed on the end of the stem,

and also around a collar on hollow screw 42, by which the valve is drawnup, and through which works the end of a set-screw, 43, by which thevalve is retained in its adjusted position. WVhen the valve is set, alock-nut, 44, then holds it in a fixed position. The object of thishollow screw is to draw the valve when worn slightly into its casing,the valve having a tapering form, and thus keep it tightly to its seat.The valve is secured to its stem by a collar on the latter, which titsin a recess;.

and at the opposite end of the valve, in a recess formed therein, twocheck-nuts are placed on the shaft. Thus between the collar and check orlook nuts the valve is held rigidly on the valve-stem. The plug-valves Qare held in position by a pair of lock-nuts screwed to the spindle ofthe valve.

I will now proceed to describe specifically thejournal-bearingsoitheengine. Inthefirst place,it will be understood that it is designedthat no steam reach the journalbearings of the engine,and hence nopacking is required, and but very littlelubricant. The main shaft isdesigned to be parallel throughout, and designed to fit the bore of thecone or hub snugly, except as in the case shown by Fig. 7. Thecylinder-head of the engine is cast with the usual central hub, 43, butof greater depth than ordinary. This hub-box is taperingly bored, thebore enlarging from the inner side outwardly. This stuffing-box or hub43 has a screw-thread out upon its exterior, upon which a gland or cap,44, is screwed. Within the tapering hub or box 43 I fit a bearing box orsleeve, 45, the taper of which on the exterior corresponds with thetaper of box 43. The inner bore of bearing-box 45 is parallel and snuglyfits the shaft. After the shaft is put in place the taperingbearing-boxes 45 are slipped on over the shaft and then into the hub orstuffing-box 43. The shaft and taper bearing-box are then rigidly fixedto each other. The cap or gland is now screwed onto the box 43. Theouter end ofbearing45 is provided with an annular slot,in whichset-screws 46 work. These set-screws 46 screw through the cap or glandinto the recess in the tapering box, and are thus held in posit-ionfromhas inner collars, 51, which work up against the inner face of thecylinder-head. These hold the main shaft 50 from longitudinal play.Themanner of securing the levers 52 to the connecting-rod 53, as shownby Fig. 12, is efiicient and satisfactory, and is made as follows: Thelever is bored and screw-threaded.

The connecting-rod is also bored, having a tapering hole in theconnecting-rod. The" two ends of the pin 54 are screw-threaded, one ofwhich ends, 56, ispro'vided with a shoulder, against which thewasher-nut 57 screws tightly. The ports are put together by firstinserting the tapering pin into the connecting-rod,then screwing it intothe screwt-hreaded hole in the lever. The lock-nut is then screwed onthe end of the pin at 54. The washer-nut 57' is now screwed on tightlyagainst the shoulder, leaving sufficient play between for the lever towork. The lever is now ready for operation.

The operation of the engine is'as follows: Steam being admitted to thesteam-chests simultaneously, the valve-ports are now opened by means ofthe levers and connecting mechanism, which partially rotate the cut-offto the required distance. The steam passes through the valves to theinduction-port of the engine, when it at once commences to operate. Aportion of the steam now passes through the button-valve, and sets upthe packing' to the required pressure; but should the pressure of thesteam exceed that required to keep the packing in a tight condition, thespring-valve on the exhaust side opens and permits its escape. The sameprinciple of operation applies to the abutment.

'Between the cut-off valve and the main steam-ports of the engine Iinterpose-a doubleported plug-valve, the object being when the 'wouldotherwise form back-pressure against It will be remembered that when theengine is reversed the cylinder-lining, which slightly rotates, alsomoves simultaneously with the valves. The movement of the lining changesthe exhaust-ports from one side of the piston to the other, just thesame as the live-steam sides of the piston change. In Fig. 4 theplugvalves are dispensed with, the cut-off itself changing the ports.The relief-valves may be applied to the steam-ports with equally as goodresults as if the plug-valves were used. Of course it will be understoodthat the cut-off valves are adapted to be independently operated for thecontrol and quantity of the steam and its expansion without interferingwith the other valveoperating mechanism. In the present construction ofthe engine and valves the engine rot-ates four times to one rotation ofthe valve, as shown by Fig. 2, and only twice to one revolution of theengine, as shown by Fig. 4, although the rotation of the engine, ascompared with the valve, willbe according to the number of ports in thevalve calculated to register with the main steam-port of the engine. Itwill be further observed that at the time the abutments or pistons moveradially, and until they are in position, there is but little pressureupon them, as the steam has spent its force, and is exhausted beforethey move. They therefore require very little power to move them ineither direction.

The operation of the spring 57 at the end of the abutment or piston isthat when the steam strikes the rightangled projection formed by thepacking at the end of the piston or abutment, this spring forms avalve-like bearing, and while the spring balances the bearing-surface ofthe ends of the piston it also prevents the leakage of the steam fromthe cylinder.

Having described my invention, its construction and operation, and thebest means known to me at present for carrying the same into effect,what I claim, and desire to secure by LettersPatent, is

1. The combination, in a reversible rotary engine, of the main andcut-off valves and the reversing-valves, substantially as described.

2. The combination, in a rotary engine, of the main cut-off valves, thereversing-valves, and the movable cylinder-lining having steamportstherein, and means for operating the said valve and lining,substantially as described.

3. The combination, in a rotary engine, of the valve-gearO O, levers HH,and connectingrod D with the reversing valves, whereby the engine maybe reversed from either end ot'the engine, as described.

4. The combination, in a rotary engine, of the gears O O and theirconnecting mechanism with the segmental pinions F F, rack G, andpinion-lever H, substantially as described.

5. Ina rotary engine, the combination of the pinions F F and rod G,having rack-teeth on each of its bottom ends and centrally on itstop,with the lever segmental gear H and with the reversing valves Q Q,substantially as shown.

6. The combination, in a rotary engine, of the main cut-off valves, thereversingvalves, and the relietva-lve, substantially as set forth.

7. The combination, in a steam or gas engine, of the button-valve andthe relief-valve, as set forth.

8. The combination, in a rotary engine, of the cut-off valve and therelief-valve, the latter communicating with the exhaust side of thepiston by means substantially as shown and described.

9. The combination, in a rotary engine, of the main valve and itscut-off, the reversingvalve, and the movable cylinderliniug havingsteam-ports therein, substantially as set forth.

10. The combination, in a rotary engine, of the main valve and cut-off,the valve having two or more ports, the reversing-valve, and thelive-steam and exhaust ports, each being adapted to be used alternately,as and for the purpose set forth and described.

11. The combination, in a reversible rotary engine, of the centralpiston head or hub, the pistons, and cylinder-liuing, a portion ofwhichis stationary and a portion movable, the said movable portion beingprovided with steamports for alternate exhaust orlive steam, as setforth.

12. The combination, in a rotary engine, of fixed pistons and slidingabutments, each being suitably packed, the abutments having steamportson each of their sides, whereby they are balanced, and anequilibrium-valve in their cylinder end, whereby the pressure on thelive-steam side of the piston is transferred to the opposite side whenthe engine is reversed.

13. A rotary engine having a central hub, with shaft secured thereto,and a series of pistons suitably packed, in combination with slidingabutments adapted to be set out with steam at a less pressure than thatof the working pressure of the engine, whereby their friction isreduced, substantially as shown and described.

14. In a rotary engine having fixed pistons and sliding abutments, thecombination therewith of a button-valve, 27, and a double-seated valve,28, whereby steam is admitted behind the piston, to set out the packingby a predetermined pressure, substantially as set forth and shown.

15. A sliding abutment for rotary engines, having a steam-chamber with adouble-seated valve adapted to open or close to either livesteam or tothe exhaust side of the abutment, and a relief-valve, the pressure ofwhich is controlled by springs, substantially as set forth.

16. A sliding abutment for rotary engines, adapted to have its packingset out by steampressure, said pressure being predetermined by aspring-valve, a button-valve for admitting steam thereto, and springmechanism for acting against the steam-pressure, and which draws theabutment'packing back against its own steam-pressure, as described.

17. A rotary engine having a central hub and sliding abutments withcontrolling-valves for admitting pressure to set out the packing, thesaid abutments having projections on each of their ends which work in aneccentricshaped groove and in combination therewith,

substantially as set forth.

too

merits provided with anti-extensions, which vided to break joints, andextending over and Ishaft, the cylinder heads and bearings, and

around the end of said abutment, and the l the shaft with the eccentricdisk and abutend retaining-spring for holding the packing in alongitudinaladjustment, in the manner set forth and described.

20. The combination, in a rotary engine, of the central hub, the slidingabutments having pressure-controlled packing and reliefvalves, thesprings for holding the packing in place transversely, and thelongitudinal ad- I I said gear, in the manner and for the purpose justing-spring 57, substantially as set forth.

21.,A rotary engine having sliding abutare adapted to carryanti-friction devices, and a recess in the face of said abutments forthe reception of packing, and recesses in the ends of said abutments forlike packing, the pack ing thereofhaving recesses for the heads ofbolt-rods upon which springs are placed for holding it in place, andpacking over said springs in a countersunk cavity, and springs at theend of said abutment for holding the packing in position, in the mannerset forth and described.

22. In a rotary engine having a central hub secured to a shaft whichpasses entirely through the engine, the combination therewith of thecylinder-heads having tapering gland-like socket-s 4S. screw-threaded ontheir outer side and parallel on their inner side. with a hollow screwbox for retaining said hearings in position, substantially as shown.

23. The combination, with the cylinderhead having the socket 413, formedas shown, of the bearing, the revolving box, and the setserew holdingdevices, as set forth.

34. The combination, in a rotary engine, of

the central hub mounted loosely on the main ments, operating together asshown and described.

25. A rotary engine such as describethtin combination with the hubmounted loosely on the main shaft, the eccentric disk, and main shaft,and with main-valve gear adapted tov work on said shaft and to besecured thereto by means of an elastic gasket on each side of set forth,whereby should the valve-gear or valves stick the main gear will remainstationary while the shaft turns, thus preventing the valve or gearingfrom being broken or inj nred.

26. The combination, with the levers E and rod D, of thev taperingcompensating-joint consisting of the pin tapering at its center andscrew-threaded to a shoulder at both ends, and having at the junction ofthe levers a draw portion, and a draw portion at the other end, withlock-nuts, whereby any lateral Wear can be compensated for,substantially as set forth.

27. The combination, in a rotary engine, of a hollow hub, a hollowshaft, and a central shaft connected in such manner that should theshalt get out of line the engine-mechanism will remain true to itsbearings, as shown.

In testimony that I claim the foregoing as my own I affix my signaturein presence of two witnesses.

- CHARLES P. CASE. WVit-nesses:

O. E. DUFFY, F. O. llIOCLEARY.

